Air brake apparatus



Pafented Sept. 2, 1919.

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AIR BRAKE APPARATUS.

APPLICATION FILED NOV. 17, |916.

1 ,3 1 4:, 97 3 Patented Sept. 2, 1919.

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AIR BRAKE APPARATUS.

l APPLICATION FILED NOV. 17. 1916.

1,314,973. Patented Sept. 2,1919.

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5.a. NEAL.

AIR BRAKE APPARATUS.

APPLICATION` FILED Nov. 17, 191s.

Patented Sept. 2, 1919.

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-SPENCER. G. NEAL, OF NEW YORK, N. Y., 4ASSIG-N'OR., 'BY MESN E ASSIGNMENTS, TO

AUTOMATIC STRAIGHT AIR BRAKE COMPANY, 0F WILMINGTON, DELAWARE,

A CORPORATION OF DELAWARE.

AIR-BRAKE AIPARATUS.

To all whom it may concern:

Be it known that I, SPENCERv G. Naan, a citizen of the United States, and residing in the borough of Manhattan, city, county,

and State of New York, have invented certain new and useful Improvements in Air- Brake Apparatus, of which the following is a specification. f

This invention relates more-'.'Aparticularly to improvements in that type of triple valve illustrated in my application lfor patent filed February 25, 1916, and serially numbered 80,342. ,Y

One ofthe important objects of. this invention is to provide simplified means whereby upon a suddenl reduction of train pipe pressure sufficient to secure an emergency application of the brakes the train pipe will be vented to atmosphere through each triple valve. By providing means whereby each triple valve will vent'the train pipe to atmosphere the reduction will be secured throughout the train pipe with great rapidity, causing the operation of all 'the triple valves and the application of all the brakes, almost simultaneously, without regard to the length of the train. Another important object of the invention is to provide means whereby upon an emergency lapplication `of the brakes, air from the supplemental or train pipe reservoir will be delivered into the emergency brake cylinder chamber and will operate to open communication between the emergency reservoir and the brake cylinder for an emergency application of the brakes. l

A further object of the Ainvention is to provide means whereby the train pipe reservoir will be connected to the-train pipe upon a service application of the brakes, wherebyV said train pipe reservoir volume will be disconnected from the train pipe in emergency applications of the brakes, and will be added to the emergency reservoir volume, said train pipe reservoir air also operating means' to place the emergency reservoir in communication with the brake cylinder.

In the drawings, Figure 1 is a vertical sectional view of the improved triple valve;

Fig. 2 an enlarged sectional view of that portion of the vvalve controlling gency application of the brakes;

Fig. 3 a vertical Sectional view taken ou the line HI-IH of Fig. 2;

Specification of Letters Patent.

the emery.

' mentor diaphragm 3, is an emergency' -res- Patented Sept. 2, 1919.

Application filed November 17, 1916. Serial No. 131,818.

Fig. 4 a detail view .of a portionof the means for charging the emergency reservoir;

Fig. 5 a detail view of the yoke bar which connects together the valves controlling communication between the emergency res-- ervoi'r and the brake cylinder;

Fig. 6 a diagrammatic viewof a unit embodying my invention; and

Fig. 7 a detail sectional view of the change-over valve.

Referring to the various parts by reference characters, A designates the service section of the triple valve; B the emergency isection of the triple; C an emergency reser- Voir; D the brake cylinder; E the changeover or retaining valve, and F the train pipe reservoir.

As illustrated in Fig. 1 of the drawings,

braking section A of the triple contains the parts by which the service applications of the brakes are secured and through which the release of the brakes is obtained, and also through when formed in a single or unitary structure as shownv in my Patent No. 1,082,758, dated December 30, 1913, and that I am not to be restricted to 'the use of the means herein described with a two-part or twosection triple valve. p I

vSection A of the triple valve is constructed, with a few changes and modifications, almost precisely as shown in my application Serial No. 80,342, filed' February 25, 1916, and operates precisely as described in said application. thought unnecessary to minutely and particularly describe herein every part of section .A of the triple' valve, and its operation. Section B of the. triple is modified considerably, and this part of the triple will be fully described, both as to structure and operation.

The train pipe l leads into the main train pipe chamber 2, said chamber being in section A4 of the valve. Above said chamber 2 and separated therefrom by the main abutervoir chamber 1' in constant communication For this reason itis with the emergency reservoir through pasdownwardly facing valve sage 5. In order that said abutment 3 may operate valves hereinafter described, `the same is made to cooperate with a hollow upright valve stem 6 provided with a reduced upper end. The'main diaphragm `3 carries a sliding head 8 which hasl al working fit around the stem 6 and is provided withk a seat 9, which cooperates with Ithe.- charging valve 11, this ter valve being a part of upright rod or stem 6. Said valve stem 6 formsa guide fcrthe Sliding head 8, so that the air pressure upon the diaphragm 3 may be utilized to positively open and close said valve 1-1.

Referring more in'detail to the construction and operation 'of the valve device within the head 8, the hollow rod 6 is open at its lower end,but the bore in said rod terminates at a point a little below the valve` 11, as 1ndicated by `dotted lines .in Figs. 1 and 4.

Air is admitted through inlets 12 into the upper portion of the bore of said rod 6. Said inlets 12 communicate with a clearance 14 around said valvev 11. A Aplurality of ports 15 lead through the wall of the head 8 to admit air to said clearance 14, thence I to the inlets 12 which communicate with the s interior of the hollow rod 6. The upper portion of hollow rod 6 is provided with a somewhat reduced portion which forms the valve 11 already referred to. Above said valve 11 the stem is provided with a more reduced portion 17, the clearance around which will conduct the .air to chamber 4 from around the hollow rod 6 when th-e valX'e 11 is opened. v

Secured to the reduced portion 17 of the stem 6 .above the' abutment 3, is a downwardly tapered valve 7 which is adapted to lit a corresponding seat 7 a in the top of the head 8 of the abutment 3.k The valve 7 is so placed on the stem 17 that when valve 11 is seated valve 7 will be a considerable distance above seat 7a. Valve 7 is locked in its adjusted position by a suitable lock nut, as shewnin Fi s. 1 and 4. On theupper end `of the stem 1 is al disk 7 b, between which and the upper surface of the sliding head 8 is confined a coil spring 7. This spring exerts a force tending to-bring valve 11 to its seat 9. The disk 7b is locked on thev stem 17 by means of a suitable lock nut, and, of course, may hel adjusted in order to cause the spring 7 c to exert the desired pressure on the abutment 3. There is a considerable clearance.

between the sliding head 8 of the abutment or diaphragm 3, and the stem 17, so that y 4when the head is between the valves 7 and 1-1 there will be an air passage of considerable capacity through the abutment.

The stem '17 is bored axially as at 17, from its upper end to the transverse port 17 e,

being centrally aperture'd from its inner end lat- `in chamber 2 for the purpose of securing va service application of the brakes, abutment' 3 is moved downwardly 'by the superior pressure in chamber 4, and valve 11 is seated on `Upon a reduction of train pipe pressure j the valve seat 9, thereby closing communication between the chambers 2 and 4. `Upon an increase of pressure in train pipe chamber 2 for the purpose of 'securing a release of the brakes, the abutment 3 and the stem 6 'will be moved upwardly, thereby closing valve 32 and lopening exhaust valve 35. This upward movementof the abutment will continue until the lock nut on stem 6 abuts against the under side of the cross wall 19. Should the pressure in chamber 2 exceed the pressure in chamber 4 the abutment will be moved upwardly against the pressure of the sprlng 7cv yand, seat valve 7, as indicated in Figs. 1 and 4, and air will slowly pass valve 11- through ports 17e, 17, and screws `17c into chamber 4. When the pressure in chamber 4 has equalized lwith pressure in chamber 2, the spring 7c will move the abutment downwardly to bring valve 11 to seat 9. When the sliding head 8 'of the abutment 3 1s between the valves 7 and 1'1, air from chambera2 may 'pass around said valves to chamber 4 if the pressure in chamber 2 exceeds pressure in chamber 4.

In originally charging the apparatus it the rise of .tram ypipe pressure .is rapid, air will pass from chamber 2 around valve 11, slowly through bore 17 a and port 17b to chamber 4 and to emergency reservoir. If the rise of pressure in the train pipe. and inl chamber 2 is slow, air will pass rapidly and in considerable quantities aro'und valve 11. through the clearance between the head 8 and the stem 17, around valve 7, into cham |ber 4, and at the same time air will pass through the bore 17a and port 171. This will provide ka very quick charge of the chamber 4 and emergency reservoir.

It is only when there is a considerable excess pressure in chamber 2 that the valve 7 will be seated and the slow charge will take place through the ports in the stem 17 and screw 17.

Beneath the train pipe chamber 2 and separated therefrom by a cross wall .19 is a chamber 21. yAn equalizing abutment 24 -extends across the lower sideI of the chamber 21 to separate. said'chamber from an equalizing chamber25. Chamber `21 is connected to emergency brake cylinder chamber 41 l(which will be herelnafter described), by a pipe 22, so that the pressure in the said two chambers will be the same at all times. In

Y the `embodiment of the invention illustrated in the drawings, the main abutment 3 has about y-twice'the area of the equalizing abutment 24. Therefore, the reduction of train lng chamber 25 before there will be enough pressure beneath said equalizing abutment to lift the rod 6 and close valve 32, all of whichis clearly set out in my aforesaid patero chamber 39 ent. Hollow rod 6 at its lower end screws into a hub I26 formed onthe upper side `of flange 27 of the equalizing abutment 24. A nut locks thehub to the stem and said nut is adapted to engage the under side of the cross wall 19 to limit the upward movement of the rod. The {ia-nge 27 is formed with aI central depending hollow. stem which screws `into the upper end of a valve cage 28, said valve cage carrying the lower abutment 'lange 29 for the abutment 24. The said valve cage and rodv afford communication between the equalizing chamber 25 and the train pipe chamber 2. The valve cage 28 forms a small chamber 30, the -outletcf which is controlled by the valve 32 seating, downwardly and havlng a downwardly extending stem 33 carrying at its lower end an exhaust valve35 which opens and closes a vent 36a. The lower end of the lstem is loosely connected to the valve 35 by pin 34, whereby said valve w1ll be free to seat `squarely and truly on the valve seat 135.

The valve cage 28 is also provided with` passages 28a below valve 32, Equalizing chamber 25 is formed by -casing 138 upon the lower end of which is screwed a protecting cap. Chamber 25 is in direct communication with the brake cylinder through port 25EL and passage .86.

A valve 32a is held toits seat by means of a spring 32", the lower end of said spring being seated in a spider arm within the chamber 30, said arm being spaced sufiiciently far above the valve 32 to ermit it to have a free opening movement. alve 32EL prevents air passing back to the train pipe chamber 2 durin'gan emergency application of the brakes when 5thefbrake cylinder pressure exceeds train pipe pressure, all of which is fully set out in my aforesaid application for patent. Valve 35 is held yieldlngly to its seatV by spring 34V which is placed between the lower end ofthe valve cage 28 and the upper surface of valve '35.

The construction and operation of the parts contained in section B of the triple valve are as followsz' The train pipe chamber 2 is in direct communication with emergency train pipeI through a branchpipe 1. The

chamber 39a is .in direct communication with a supplementaltr'ain pipe chamber 40, the lower wall of which chamber is formed by an emergency abutment 39. '.The upper wall of chamber 39a is formed by a movable` quick-action abutment jor diaphragm l 63. Between the chamber 39a and the supple-` mental train pipe chamber40 is a rigid wall 40a formed with an opening 42 adapted tobe closed .by a valve k43; and an aperture 44, through which aperture a'stem 45 of an exhaust valve 46 slides. 'The valve 43 is rigldly connected tothe emergency abutment 39 so that it will reciprocate therewith, vsaid valve 43 closing the laperture. 42 when there is a superior pressure in chamber 40and opening said aperture when the superior pressure is in chamber 41. The abutment 63 carries a central depending stem 64 which is adapted to engage one end of a leverfI 65, the other end of said lever'engagingithe stem 45 of the exhaust valve 46. The a ment 63 is also formed with a wardly extending stem 66 which fits loosely and slides in a sleeve 67 secured in the upper. rigid wall of the casing B. There is a slight clearance between the ste-m 66 and the interior 'of the sleeve 67, so that there may be a leakage of air between the said partsl when the abutment 63 is depressed, as will be more fully hereinafter described. The stems 64 and 66 are provided with an axial passage 68 extending` therethrough. The upper endof this passage is closed by a screw 69, said screw being formed with a yreduced portion 70 between its endsto form a slight chamber, as shown clearly in Fig. 2, yand communicating with this chamber is a transverse port 71 formed in the-stem 66. The

screw 69 is provided with longitudinaland transverse apertures which place the aXial passage 68 in communication with the po-rt 71, the aperture in said screw being much smaller than. the passage' 68. In the sleeve 67 is formed a transverse aperture or port 72 which,'when the abutment 63 is in its upper position, communicates with the aperture 71, thereby forming a more or less free communication between the chamber' 39 and a quick-action chamber 81 above the abutment 63. The port 72 opens into a chamber formed by a cap 7 3,.said chamber constituting a part of the quick-action chamber 81 and being in direct and open communication therewith through openings 74. The

chamber 81 is in communication with autcentral iupv 39 and depending therefrom emergency brake cylinder chamber 41 is` a from chamber S1 to chamber 39a only around the stem 66 to the port 71, 'sald port belng then below the port 72 and within thel sleeve 67.

Threaded on the upper end of the stem 66 is a-disk 7 5, and. between said disk and-the upper wall of the chamber 81 is a spring 76, said spring tending to lift the abutment 63 and to maintainthe ports 71 and 72 in register, and also opposingthe pressure of the air in the quick-action chamber 81. A

spring 77 surround-ing stem 45 maintainsy yoke 55. Extending into said chamber 41 is anarm 59, said arm being formed with an aperture 61 which opens to atmosphere through port 61l and chamber 61". The inner end of the port 61 opens into a vchamber 61c which is adapted to be closed by a lvalve 51. The valve 51 is connectedtothe yoke 55 so that it will move4 up and .do-wn with said yoke in response to the movement of the ,emergency abutment 39. The` valve 51 is formed with a depending stem 56 which passes through the. lower arm of the yoke 55 and is formed with a head 57 0n` its lower end. Mounted on the stem 56 .is-a

crossA bar 54, said bar `being` formed -with a transverse slot 54a to lreceive said ste-m. The ends of the cross bar are slotted ini wardly to receive 4the'stems 58 of upwardly 41, and with a pipe41c which connects said opening valves 60 and 60a. The stens y58 are pro-vided with heads 62 and 62a at theirv upper ends, which heads engagethe upper.

surface of the cross bar `54. The cross bar is conined between the head 57 and the lower end of the yoke 55, as clearly shown in the drawings. Valve 6() controls comn munication between and the emergency brake cylinder chamber chamber with the emergency reservoir chamber 4. Valve y60a controls communi- (cation between chamber 41 and thesmall chamber 50a, this latter chamber being connected by pipe 41c1 with the equ'aliz-ing chamhead 57 'of the-stem 56, and by the yoke 55, that there may be a slight vertical movement of that end thereof which is connected tov thev valve 60. After this. slight upward movement, however, the cross bar ybecomes bound between the head 57, and the yoke, and thereafter further upward movement of open.

the small chamber 50A the bar 54 and the yoke 55 will be caused byy the upward movement of the abutment 39. n

In the normal position of the parts, the chamber v41 is open to atmosphere through chamber 61c and port 61, the valve 51 being chamber 40 to positively hold valves 60 and 60t closed at' all times except upon kanl emergency application of the brakes. When, however, there is a .superior pressure in chamber 41, emergency abutment 39 will be raised andk valve 51 closed, thereby preventing escape of air through port 61.

. The trainpipe or augmenting'reservoir F is connected to the train pipe and to the triple" valve, through the change-over valve E, for all service applications of the brakes, precisely as shown and described in Patent No. 1,157,954. The said reservoir is connected to the emergency brake cylinder chamber 41V for emergency applicationsV of the brakes, as will be fully described herefinafter.

The change-over valve consists of an outer mam casing 84 formlng a large train -pipe chamber 85, said chamber being' connected `to the train pipe 1' through pipe 87. The

upper wall of the chamber Sis formed by a flexible diaphragm vor movable abutment 88, which is clamped in position by the upper part 89.0f the casing, said part forming an upper controlling chamber 9()4 above the diaphragm. The train pipe reservir F is connected to the lower end of the retaining valve by means ofa pipe 91, said` pipe opening into a chamber 92 formed by4 a cap 93 screwed on the lower end of the main casing 84.

,n Extending Iupwardly through the bottom of thevalve casing 84'and into the chamber 85, is an open-ended tubular post 94 having a valve A95ormed at its upper end. Sliding ,on this post is a sleeve 96, carried by the dlaphragm 88and adapted to be seated and yunseated from thevalve 95 by variations in pressure in chambers 85 and 90. Through the center of the diaphragm is a passage 97 which places the chamber 85 in free communication with chamber 90. Around the lower margin of the aperture 97 is formed a `valve seat 98 which is adapted to receive and coperate with thevalve 95 of the tubular post94. `The sleeve 96. is enlarged at f its upperend to form the small chamber 99,

and said chamber is in communication with the train i e chamber 85 throu l th ber 25. The cross bar 54 is so held by the." p p ,2 1 e aperture 100, so that when the Valve seat 98 is raised above the-valve 95 on the vupper This is topermit the pressure in l valve seat 98 and` valve 95 and to maintain the train pipe chamber 85 in communication with the tralnpipe reservoir.

In the upper wall of the chamber 90 is formed an aperture 102 which is adapted to `be closed by an upwardly seating valve 103 carried by the diaphragm 88, said valve being positively moved to and from its'seat through the movements of said diaphragm. The aperture 1-02 opens into 'a chamber 104 formed in a cap 105 to which pipe 106 is connected, said pipe leading from said chamber toI the emergency vbrake cylinder chamber 41 of triple valve section B.

In 'chamber 104 and 'seating downwardly on a valve seat formed 'atthe upper end of the aperture 10"., is a valve 103% This valve is yieldingly held to -its seat by means of a .light spring which is held in place by meansof any suitable form of yoke or spider arm secured within the chamber 104. This valve p revents the p ber 104 through aperture 102 to 'thechamthe pressure in chamber 104, plus the spring f voir air mayv pass through chamber 41, pipek s into engagement with the Vlever ber 90, but `is so lightly held to its vseat that air from chamber 90 may readilywunseat it when the pressure in chamber 90, exceeds pressure on the valve103".

U pon a slow reducti'on of train pipe pressure to secure a service application' of the brakes, the parts in section- A- of the tripleoperate precisely the same way as .described in my aforesaid application for patent. In chargmg-the' apparatus the charging operation takes place as set forth in my said application, the quick-action chamber and the supplemental reservoir being charged from chamber 39a, as already described herein.

To secure` an emergency application of -the triple valve a sudden and pronounced reduction in train pressure is made, 'thereby reducing the pressure in chamber39?. This permits the superior pressure in quick-action vchamber 81 to quickly depress quick-action diaphragm 63, thereby bringing the stem 64 and opening the exhaust valve 46. Supplemental train pipe chamber 40 will be thereby exhausted to atmosphere through the large port controlled by the valve-.46, and the pressure therein reduced'to zero. As the valve t6 is opened, the valve43 is in` its closed position so that communication, between'chambers 39El a the aperture illqaroun the stem 15, so that the pressure in said chamber 40 is practically It is manifest,

the opening of valve 46.' l Upon a sudden and prolonged reduction in train pipe pressure sufficient to secure the emergency application of the' brakes, the pressure in chamber 85'of valve E will of the' triple valve, the valve 103a passage of air from thev cham# place more rapidly than air can fiow from chambr 90 into chamber 85, due to the restricted passage around valve 95, and -to the further fact that the train pipe reservoir is in communication with chamber 90 through the large passage 97, so that the superior pressure in chamber` 90 will depress diaphragm 88. As the said diaphragm is depressed valve 103 is drawn downwardly from ,its seat, thereby placing chamber,y 90

.in communication with -pipe 106 and with the emergency brake cylinder chamber 41 being readily unseated by the predominating pressureV in chamber 90. This will permit, air

frbm the train pipe reservoir to flow through chamber .90 to the said emergency cylinder chamber 41 in sufficient volume 4and pressure to raise emergency abutment 39, thereby opening valves 60 and 60a .and

.closing valve 51' so that emergency resertld to chamber 25 and thence to the brake l1 ,to chamber`21through pipe-22, as described inmy herein-mentioned application for patent. It is, therefore, manifest that the train pipe reservoir volume will be added to the emergency reservoir volume during all emergency applications of the brakes; and that the train-#pipe reservoir a1r, upon entering emergency A.brake cylinder chamber 41, willserve as the means for positively operating 4the means which control communication between the emergency reservoir chamber and the brake cylinder. It is also manifest that by means of the change-over valve shown in Figs. '6 and 7, the train pipe reservoir will be disconnected from' the train pipe so that the air `from said reservoir cannot flow into the train pipe `upon an emergency application of the brakes. During all service applications of the brakes, however, the reduction of pressurein chamber 85 will be com aratively slow, thereby permitting an equa ization of brake pressures in chambers -90 and 85l and preventing the seating of the ,valve 95 upon valve seat 98 The spring 101 -maintains the diaphragm 88 in its upper position until there isa material preponderanc'eof pres- .Sure linchamber 90. The excessive pressure Y in chamber 90must be suiicient to overcome spring 101, and this preponderance of pressure will only4 occurv when. the pressure in chamberA 85is reduced suddenly andlsufliciently to secure the emergency operatlon of the triple valve. .i The 'purpose of the A reservoir.

seat and there will be no communication between the train pipe reservoir F and the chamber 104. After repeated service applications of the brakes' it the pressure in train pipe reservoir be 'reduced below the brake cylinder pressure. upon a subsequent emergency appli-A cation, and as the pressure in chamber 41 upon an emergency application of the brakes will be equal to brake cylinder pressure, it is` essential' to 'provide the valve 103a to prevent the superior pressure in chamber 41 owing through valve E to the train pipe Should the brake cylinder pressure leak down, after an emergency appli,- cation ogf the brakes, to a point below the pressure in train pipe reservoir F, the valvel 103a will then be unseated bythe superior pressure in chamber 90 and the train pipe reservoir volume will then be added to the brake 'cylinder volume. o

Itis manifest th t upon a sudden reduction in train pipe pressure for .the Apurpose of securing an emergency application of the 7 brakes, emergency abutment 39 willy be pressure under valve will force said valve Vvalves 60 vsures from two separate sources of supply,

one being the 'emergency reservoir and the. other being the train. pipe reservoir,

wholly relieved of pressure -so that emerency reservoir pressure under valve 60, and rake cylinder pressure under valve -60, as

the said brake cylinder, pressure .is built I up, will tend to open these valves to admit emergency reservoir air into the emergency brake cylinder chamber 41, sopthat the said and 60a will beopened by air preseach of these reservoirs constitutinga supply of air which iscompletely independent of the train pipe air during emergency applications of the brakes.

It is also manifest that should the train pipe pressure be reduced to zero or approximately so, by a leakage or vother reduction too Slow to effect an emergency application in the usual way, the emergency reservoir open to admit emergency reservoir air to chamber 41, thereby electing automatically an emergency application of the brakes. It

- -f is clear that when thefemergency abutment 39 is krelieved offall pressure or substantially all pressure,

force `valve 60 41 is vented to atmosphere and there is little or no pressure holding valve 60- to its seat.

emergency reservoir air` may c This feature is important-fas it insures an is possible thaty voir ,from its seat because chamber .tion of the brakes. This insures the quickaction abutment l63 holding the valve 46 ope'n 'long enough to exhaust chamber 40 and permit the release of the emergency reser- Voir air vthrough the operation of the valve the diaphragm 39 and valve 60a. Y

lt is obvious that by providing screws -69 and 17 c with Iproperly proportioned apertures the rates of flow of air through the yports 17a and '68 may be properly controlled.

Ater `the area of the orifice in ,each of these screws has. been once determined and the screw'has been placed in position, no further adjustment thereof is necessary.

It will, ofcourse, be understood that properly constructed screens, as shown at a, b', and c will be employed to screen the air as it Hows into the apparatus. l The change-over valve illustrated in Figs. 6 and 7 will be made the subject-matter of another' application. f What I claim is:I

l. A triple valve provided with a main train pipe chamber, an e ualizing chamber adapted to be placed in irect communication with a brake cylinder, an emergency reservoir chamber adapted to'be placed in direct communication with an emergency reservoir, an emergency brake cylinder chamber, means operated by a decrease in train pipe pressure to place the train pipe chamber in communication with the equalizing chamber for a service application of the brakes by train pipe pressure alone, means operated by air from' a'separate source of supply upon a sudden reduction of train pipe pressureY to place the emergency reserchamber in communication -with the emergency brake cylinder chamber, 4 and means adapted to be operated by air in the emergency brake cylinder chamber to place said chamber in communication with the bra-ke cylinder.` p l 2. A triple valve provided with a main train pipe chamber,

slowly leak to zero or approximately so.

an equalizing chamber adapted to be placed in direct communicationwith a .brake cylinder, means operated by a decreaseintrain pipe pressure to 'placeA chamber in communication` he train pipe lw'th the equalizing chamber for a service vapplication of the brakes by train pipe pressure alone, and means operated by air pressure `from a separate source of supply upon a sudden reduction 'of ,train pipe pressure to admit air to the brake cylinder for an emergency application of the brakes.

3.. A'triple valve provided with a main train pipe chamber, an equalizing'chamber adapted lto be placed in direct communication with a brake cylinder, an emergency reservoir chamber adapted to be placed in direct communication with an emergency reservoir, an emergency brake cylinder chamber, means operated by a decrease in trainpipe pressure to place the train pipe chamber in 4communication with thev equalizing chamber for a service application of the brakes by train pipe pressure alone, a pair of valves controlling communication between the emergency reservoir chamber and reservoir, an emergency brake cylinder chamber, means operated by a decrease in train pipe pressure to place the train pipev f vchamber in communication with the equalizing chamberfor'a 'service application of the brakes 'by train pipe pressure alone, pair of valves controlling communication between the emergency reservoir chamberand the emergency brake cylinder chamber and from said latter chamber'to the equal'izing chamber, means for holdingthe said lvalves closed-by tra-in pipepressure, means to release the air pressure fromsaid valve holding means to thereby permit air pressure from .a separate source of supply to open the said pair of valves for an emergency ap-v plication of the brakes.

5. A triple valve provided With a main l train pipe chamber, an equalizing chamber adapted to be placedjin direct lcommunication with a brake cylinder, an emergency reservoir chamber adapted to be placed in direct communication With an emergency reservoir, an emergency 'brake'V cylinderl cli-amber, means operated by a decreasev in train pipe pressure to place the train pipe chamber in' communication with the equalizing chamber for a service application of the brakes by train pipe pressure alone, a-

pair of valves controlling communication between the emergency reservoir chamber .and the emergency brake cylinder chamber and from said latter chamber to the equalizing chamber, means for holding said valves- *closed by train pipe pressure, means operating upon' a sudden reduction of train pipe pressure to release the air pressure to .the atmosphere from said valve holding means an to thereby permit air from a separate source of supply to open the said ,train pipe pressure to release the air pair of valves for an emergency application of the brakes.

6. A triple valve provided With a main train pipe chamber, an equalizing chamber adapted to be placed, in directcommunication with a brake cylinder, an emergency reservoir chamber adapted to be placed in direct communication with an emergency reservoir, an emergency brake -cylinder chamber, means operated by a decrease in train pipe pressure to place the train pipe chamber in communication with the equaliz.

ing chamber for a service application ofthe brakes by train pipevpressure alone,'a valve device controlling communication between the emergency reservoir chamber and the emergency brake cylinder chamber and from said latter chamber to the equalizing chambei', means for holding the said valve device in its Vclosed position by train pipe pressure, means operating` uponsudden reduction ofY sure to 4the atmosphere from said valve holding means to thereby permit air from a separate source of supply to open the said valve device for an emergency application of the brakes.`

7. triple valve comprising means operating upon a slow reduction of train pipe pressure to admit train pipe air to the brake -cylinder for a service application of the brakes by train pipe pressure alone, an' emergency reservoir chamber, means operated by air from a. source of supply which is separated from the train pipe upon a sudden reduction of train pipe pressure to place the emergency reservoir chamber in communical' tion lwith the brake cylinder for an' einer? gency application ofthe brakes.

8. A triple valve comprising means operating upon a slow reduction of train pipe pressure to admit train pipe air to the brake.

cylinder for a service application of the brakes by train pipe pressure alone, an emergency reservoir chamber, an emergency brake cylinder chamber, an emergency abutment in said Chamber, a valve device connected to said abutment and controlling com munication between the emergency reservoir chamber and the brake cylinder, anemer'- geneyl train pipe chamber, means operated by a sudden reduction of pressure in the emergencyv train pipe cham'berto relieve the? emergency abutment ofpressure.

9. A triple valve ,comprising n'ieans` operating upon aslow reduction of train pipe vpressure to admit train pipe air to the brake cylinder for a service application of the y brakes by train pipe pressure alone, au emergency reservoirl chamber, an emergency brake cylinder chamber. an emergency abutment forming one wall of said chamber, a valve device connected to said abutment and controlling communication between the emergency reservoir chamber the emergency der, an emergency train pipe chamber above the emergency labutment, a quick-'action abutment in said emergency train pipe chamber, a quick-action chamber above the quickaction abutment, means to permit air toflow freely from the emergency train pipe'chamber into the quick-action chamber, said means serving to restrict the flow of air back to the emergency tra-in pipe'chamber upon a sudden reduction of train pipe pressure, and means operated by said quickaction abutment upon said suddenreduction of tra-in pipe pressure to vent the emergency train pipe chamber to atmosphere for an emergency application of the brakes.

10. VA triple valve comprising means operating upon a slowreduction of train` pipe pressure to admit train pipe air to the brake cylinder for a service application 'of the brakes by train pipe pressure alone, an emergency reservoir chamber, an emergency brake cylinder chamber, an emergency abutment forming the 'upper wall thereof` a pair of valves connected t-o said abutment and controlling communication between the emergency brake cylinder chamber, emer-v gency reservoir chamber and the brake. cy-

linder, an emergency train pipe chamber, al supplemental train pipe chamber above the emergency abutment and in communication with the emergencytrain pipe chamber. a valve carried by the emergency abutment and-controlling the said communication` a quick-action abutment above the emergency train pipe chamber, a quick-action chamber above said quick-action abutment. means to permit airto flow from the emergency train pipe chamber into the quick-action chamber upon an increase of train pipe pressure to charge the quick-actionchamber, means operating upon the sudden reduction in train pipe pressure to exhaust air from the supplemental train pipe chamber to atmosphere for an emergency applicationof the bra-kes.

11. An air brake apparatus comprising a train pipe, a. brake cylinder, a triple valve,

a train pipe reservoir normally in communication With 'the train pipe, means adapted tol be operated by train pipereservo-ir pressure` upon a sudden reduction of train pipe pressure to seal the train pipe reservoir from the train pipe and place said reservoir in communication With the brake cylinder through the triple valve for an emergency 'applicav tion of the brakes.

l2.' An air brake apparatus comprising a train pipe, a brake cylinder, a triple valve,

- a train pipe reservoir normally in communication with the train Ipipe for all service' applications of the brakes` and means operating upon a sudden reduction in train pipe pressure suiicient to secure an emergency application of the brakes to place said serv- -ice reservoir in communication with the.

brake cylinder through the triple valve.

13. An air brake apparatus comprising al the brakes and operatednpon a sudden re.

duction of train pipe pressure to seal the said reservoir from the train pipe and place it in communication with the brake cylinder through the triple valve for emergency applications of the brakes.

14. An air brake apparatus comprising a train pipe, a brake cylinder, a train pipe reservoir, a change-over valve normally connecting the train pipe reservoir to the train pipe 'for service applications of the brakes, a triple valve formed with an emergency brake cylinder chamber and an. emergency reservoir chamber, means adapted to connect the emergency brake cylinder chamber to the brake cylinder, means in the change-over valve operated upon a sudden reduction of train pipe pressure to seal the train pipe reservoir from the train pipe and to place brake cylinder chamber, and means in said chamber operated by air from the train it in communication with the emergency ypipe reservoir to open communication betwegnthe emergency reservoir chamber and thebrake cylinder.

l5.` An air brake apparatus comprising a reservoir chamber in direct communication Y with the emergency reservoir, an emergency brake cylinder chamber, means in the triple v valve operated by a decrease in train pipe pressure to place the train pipe chamber in communication with the equalizing chamber for a service application of the brakes by train pipe pressure alone, and means in the emergency brake cylinder chamber adapted to be operated by air pressure from the train pipe reservoir upon a sudden reduction ot' train pipe pressure to place the emergency reservoir in communication with; the brake cylinder for an emergency application of the brakes.

p 16.` Anl air brakeapparatus comprising a train pipe, abrake cylinder, an emergency reservoir, a 4train pipe reservoir, a triple valve, a change-over valve normally connecting the train pipe reservoir to the train pipe for service applications of the brakes, means in the change-over valve to connect the trainto place the emergency reservoir in communication with the brake cylinder.

17. An air brake apparatus comprising a train pipe, a brake cylinder, an emergency reservoir, a train pipe reservoir, a triple valve, a change-over valve normally connecting the train pipe reservoir to the train pipe for service applications of thebrakes,

means in thefchange-over valve to connect the .train pipe reservoir to the triple Valve upon a sudden reduction in train pipe pressure, and means in the triple valve adapted to` be operated by air from the train pipe reservoir to place the emergency reservoir in communication with the brake cylinder, said means also connecting the train pipe reser-` an emergency control emergency reservoir air for emergency applications of the'brakes, a train pipe reservoir connected to the train pipe for service applications of the brakes, .and means operating upon a sudden reduction oi.- train pipe pressure. toy connect the train pipe reservoir to the emergency sect-ion of the triple valve for emergency applications of the brakes. y.

19. Anl air brake apparatus comprising a train pipe, a brake cylinder, an emergency reservoir, a. triple valve con'iprising a service section and an independent emergency section, means in the service section to control train pipelair for all service applications of the brakes and the release of the brakes, a

tram pipe reservoir connected to the train pipe for service applications' of the brakes,

ot train pipe pressure to connect the train pipe reservoir with the emergency section of the triple valve, and means in the emergency section of the 'triple valve adapted to be operated by air from the train pipe reservoir to `place .the emergency reservoir inV communication with the brake cylinder for emergency applications ofthe brakes.

20. A triple valve comprising a service section, means in said Section to control train pipe air for service applications of the brakes and the release of the brakesan independent emergencysection, an emergency brake cylinder chamber in said section, an emergency train pipe chamber, ,a supplemental train pipe` chamber, an emergency abutment between the Aen'iergency brake cylinder ,chamberand thesupplemental train pipe chamber, a quick-action abutment forming the upper 'all .of the emergency means operating upon -a sudden reduction train pipe chamber, a quick-action chamber above said quick-action' abutment, a valve controlling an exhaust port from the supplementaltrain pipe chamber, means operated by the quick-action abutment to open said exhaust valve upon a sudden reduction in train pipe pressure, means operated by the emergency abutment to open communication betweenVY the supplemental train pipe chamber and the 4emergency train pipe chamber, and 'means operated by said emergency abutment'to place the emergency reservoir in communication with the brake cylinder for an emergency application of the brakes. Y

21. A triple valve comprising a service section, means in said section to control train pipe air for service applications of Vthe brakes and the release of the brakes, an-

independent emergency section, a supplemental train pipe chamber 1n said section, an emergency train pipe chamber in saidsection, means operating upon a sudden reduction in train pipe pressure to vent the supplemental train pipe chamber to atmosphere, and Vmeans operating to vent` the emergency train pipe chamber to atmos- -phere after' the supplemental train, pipe chamber has been vented. Y

22. A triple valve comprising an emergency section, a .supplemental train pipe chamber therein, an emergency train pipe chamber,an emergency abutment, `means operating upon a sudden reduction in train pipe pressure to vent the supplementaltrain pipe chamber to atmosphere, means operated by the emergency abutment to open communication between the supplemental train pipe chamber and the emergency train pipe chamber after said supplemental chamber has been vented to atmosphere, and means adapted to vbe operated by said emergency abutment to place the emergency reservoir in communication With the brakecylinder for an emergency'application of the brakes.

23. An air brake apparatus vcomprising a train pipe, an emergency reservoir, a brake cylinder, a triple valve, means in the triple valve controlling train pipe air `for service applications of the brakes, a supplemental train pipe chamber, an emergency train 4pipe chamber, an emergency abutment, a train pipe reservoir connected to the train pipe for service applications of the brakes,"means in the triple valve operating upon a sudden reduction in train pipe pressure to vent the v supplemental train pipe chamber'to atmosgency abutment to open communication be-.

tween lthe supplemental train pipe chamber and the emergency tram pipeichambcr and isc,

to open communication between the emergency reservoir yand the brake cylinder.

24. A triple valve comprising a service section, means therein to control service applications of the brakes and the release of the brakes, an emergency section, an emerigency train pipe chamber therein, a quickaction abutment forming one wall of said emergency train 'pipe chamber, a quickaction -chamberabove the quick-action.

abutment, means permitting free communication between the emergency train pipe chamber and the quick-action chamber during a slow reduction in train pipe pressure, means to'restrict said .communication upon asudden reduction in train pipe presjsure, and means operating upon a sudden reservoir chamber, means adaptedto con-l nect the emergency brake cylinderV chamber1 :tothe brake cylinder, means in the changeover valve-operated upon a sudden reduc-l tion of train pipe pressure to sealthe train pipe reservoir from the train pipe and to place it in communicationv with the emergency brake cylinder chamber, means in saidf chamber operated by-'air from the traini pipe reservoir to open communication between the emergency reservoir chamber and l.the brake cylinder, and means to prevent air paming from the emergency brake cylinder chamber to the train pipe reservoir.

v26. An air brake apparatus comprising a train pipe, 'a brake cylinder, a train pipe reservoir, :a change-over valve normally connecting the train pipe reservoir tothe train pipe for service applications of the-brakes,n

a triple Valve formed with an emergency brake cylinder chamber and an emergency reservoir chamber, means adapted to conneet' the emergency brake-cylinder chamber `to thebrake cylinder, meanssin thechangeover valve operated upon-a sudden-reduction. of train pipe pressure to seal tlietrain fp'ipe reservoir from the train pipe and to place it in communication with the' emergency brake cylinder chamber, means in said chamber operated by air from the` train v pipe reservoir to open lcommunication be-'y tween the emergency reservoir chamberand pipe reservoir tothe brake cylinder when the' the brake cylinder, and means to kprevent air passing from the emergency brakeJ cylin-` der chamberl to the train pipe reservoir, saidI means permitting air to pass from-the train superior pressure is in the reservoir,..and

An air brake apparatus comprising ay i, pressure to `admit 'air to closing to prevent air passing from the brake kcylinder to the train pipe reservoir when. the superior pressure is in the brake cylinder.

27. A triple valve comprising means operating upon a slow reduction of train pipe pressure to admit train pipe air to the brake cylinder for a service -application of the brakes by train pipe pressure alone, an emergency reservoir chamber, a valve device controlling communicationbetween said emergency reservoir chamber and a brake cylinder, means operated by train pipe pressure for sition, the emergency reservoir air operating on said valve in opposition to the train pipe pressure, whereby upon aLslow reduction of train pipe pressure to zero or approximately so, .the emergency reservoir, pressure will open said valve and permit air to iow from the einergengy reservoir to the brake cylinder for an emergency application' of the brakes.

28, A triple valve,comprising means operating upon a slow reduction of train pipe pressure toadmit train pipe air to the brake cylinder for'. a service application of the brakes .by train pipe pressure alone, an emergency reservoir chamber, a valvek device controlling communication between the emergency reservoir chamber and a brake cylinder, a diaphragm connected to said valve and subject to'train pipe pressure for holding said valvein closed position against the pressure of air in the emergency train pipe chamber, whereby lupon a slow reduc- 'tion of train pipe pressure to zero or approximately so, the emergency reservoir pressure will open said valvel device and How to the brake cylinder for an emergency application ofthe brakes.

29. A triple valve comprising means operating upon a slow reduction of train pipe the brake cylinder for a service application of the brakes, an emergency reservoir chamber,- a valve device controlling communication' between said emergency reservoir chamber and a brake cylinder, means operated by train pipe pressure for holding said Valve device, -in its closed positionagainst the pressure of air in the emergency reservoir chamber, whereby upon a slow reduction of train pipe pressure to zero or approximately so, emergency reservoir air will open saidvalve device to permit emergency reservoir air to flow to the brake cylinder.

30, A triple valve comprising means operating upon a slow reduction of train pipe pressureto admit airto the brake cylinder for a service application of the brakes, an emergency reservoirgchamber, a valve device *controlling communication between said emergency reservoir v chamber and a brake cylinder, a `diaphragm connected. to said holding said valve in its closed po- V,emergency reservoir chamber, whereby upon a slow reduction of trainlpipe pressure to zero or approximately so, emergency reservoir air will open said valve device to permit emergency reservoir air to iiow to thebrake cylinder.

31. Atriple valve comprising means operating upon a slow reduction of train pipe pressure to admit train pipe'air to the brake cylinder for a service application of the brakes by train pipe pressure alone, an emergency reservoir chamber, a valve device controllingA communication between said chamber and a brake ycylinder and held in its closed position against emergency reservoir pressure by train pipe pressure, whereby upon a slow reduction of train pipe pressure to zero or approximately so, the emergency reservoir air will open said valve and flow to the brake cylinder.

32. In an air brake apparatus', a valve device comprising a quick-action abutment and an emergency abutment, said abutments forming an emergency brake cylinder chamber, an emergency t'rain pipe chamber and a quick-action chamber, the quick-action abutment being provided with means for slowly equalizing the pressures in the emergency train pipe chamber and in the quickaction chamber, means operated by the quick-action abutment to vent the emergency train pipe chamber to` atmosphere upon a sudden reduction in train pipe pressure, and means operated upon a sudden reduction ol' train pipe pressure .to admit. air to thc emergency brake cylinder vchamber to move the emergency abutment and thereby open communication between an emergency reservoir and a brake cylinder, and means for moving the quick-action abutment to close the vent from the emergency train pipe chamber upon an equalization of pressures in the quick-action chamber and in the emergency train pipechamber. 33. In an air brake apparatus, a valve device comprising a quick-action abutment formingA a quick-action chamber and an emergency train pipe chamber, means operated by the quick-action abutment upon a sudden reduction in train pipe pressure to vent the-emergency train pipe chamber to atmosphere to secure' an emergency application of the brakes, means for permitting `the air from the quick-action chamber to slowly leak into the emergency train pipe chamber, and means to move the quick-ac,-

tion abutment to close the vent from the emergency train pipe chamber upon a slow leak-down of pressure inthe quick-actibn chamber. n

34. A trlple valve comprising a service section, means in said section to control train pipe air for service applications of the brakes and the release of the brakes, an independent emergency section, an emergency trainpipe chamber in said emergency section, means operating upon a'sudden reduction in ,train pipe pressure to vent the train pipe to atmosphere through said emergenc section, and means in sai-d emergency section to close said train pipe vent a predetermined time after the sudden reduction in train pipe pressure.

35.. A triple valve comprisingV la service section, means in said section to control train pipe air for service applications of the brakes and the release of the brakes, an independent-emergency section, a quick-action abutment in said emergency section, a quickaction'chamber formed on one side of said 'S5 quick-action abutment, a train pipe chamber being formed on the other side of said abutment, means to slowly charge the-quickaction chamber from the train pipe chamber, means operated `by the quick-actiongabutment upon a sudden reduction of train pipe pressure to vent the train pipe to atmosphere through said emergency section, and means toclose said train pipe vent upon an lequalization of pressures on opposite sides of the quick-action abutment.

l 36. A triple valve comprising a service section, means in said section to control train pipe air for service applications of the brakes and the release'of the bral1es,'an independent emergency section, a quick-action abutment in said emergency section subject to train pipe air on one side, a quickaction chamber being formed' on the opposite side of said abutmentymeans for slowly equalizing the pressures on opposite sides of said quick-action abutment, means operated by the quick-action abutment upon asudden reduction in train pipe pressure to vent the train pipe air to atmosphere through the emergency section, and means to close said vent upon the slow leak-down 0f pressure in the quick-action chamber.

37. A triple valve for air brake apparatus, comprising means operating upon a slow reduction of train pipe pressure to admit train pipe air to .the brake cylinder for service applications of the brakes, and means operating upon a sudden reduction in train pipe pressure to admit emergency reservoir a1r to the brake cyllnder for an emergency apphcatlon of the brakes, said means venting the train pipe to atmosphere through the triple valve, and means for closing said train pipeV vent at a predetermined time pip@ so-v

means in one of said casings to control train 4pipe air for all service applications of the Lservice reservoir being at that time cut oli' fromthe train pipe and placed in direct communication with tlie triple valve.

39. A triple valve for that type of air brake apparatus in which train pipe 'air is admitted to the brake cylinder for service applications of the brakes' upon a slow' reduction of train pipe pressure and wherein emergency reservoir air is admitted to the brake cylinder upon a sudden reduction in train pipe pressure for emergency applica- -t-ions of the brakes and wherein a train pipe reservoir is employed to augment the train pipe volume, and consisting of two independent easings, means in one of said casings to admit train pipe air to the brake cylinder for service applications `of the brakes upon a slow reduction in train pipe pressure and to exhaust air from the brake cylinder upon an increase in train pipe pressure, and means in they other casing to control emergency reservoir air forl emergency applications of the brakes only andioperated by train pipe reservoir air upon a sudden reduction in train pipe pressure.l

40. An air brake apparatus comprising a train pipe, a brake cylinder, an emergency reservoir, a triple valve, means in said valve to control train pipe air for all service applications of the brakes by train pipe pressure alone, a train pipe reservoir in open cornmunication with the train pipe during all slow reductions in train pipe pressure for service applications of the brakes, means operating upon a sudden reduction of trainV pipe-pressure to connect the train 'pipe reservoir with the triple valve, and means in the triple valve adapted to' be operated by air from the train pipe reservoir to place the emergency reservoir in'communication with the brake cylinder for an emergency application of the brakes.

el. A triple valve for that type of air brake apparatus in which train pipe air is admitted to tliebrakecylinder for service n' applications of the brakes upon a slow reduction of train pipe pressure and wherein emergency 'reservoir air is admitted to the brake cylinder upon a sudden reduction in train pipe'pressure for emergeneyapplieations of the brakes, yand wherein a train pipe reservoir is employed to augment the train pipevolume for service applications of the brakes and consisting of means operatingy upon a slow'reduction of train pipe pressure to admit train pipe air to the brake cylinder for a service application of the brakes, and

means operating upon a sudden reduction in train pipe pressure to seal the train pipe reservoir from"l the train .pipe and to place it in communication with means for effecting the emergency application of the brakes, whereby in emergency applications of the brakes the train pipe volume will be re- .42. A `triple valve for that type'of air brake apparatus in which train pipe air is admitted to the brake cylinder for service applicationsof the brakes upon a slow reduction of train'pipe pressure and wherein emergency reservoir air is admitted to the p b-rake cylinder upon a sudden reduction in train pipe pressure for emergency applications ofthe brakes, and wherein a train pipe reservoir is employed to augment the train pipe volume for service applications of the brakes and Iconsisting of means operating upon a slow reduction of train pipe pressure to admit train pipe air to the brake cylinder for a service application of the brakes, means operating upon a sudden reduction in train pipe pressure to vent the ,train pipe tol atmosphere and place the emergency reservoir in communication with the brake cylinder for an emergency kapplication of the brakes, and means operating upon a sudden reduction in train pipe pressure to seal the'train pipe reservoir from the train pipe whereby upon an emergency application of the brakes the train pipe volume will be reduced.

A `triple valve for that type of air brake apparatus in which train pipe air isI admitted to the brake cylinder for service `applications of the brakes upon a slow reduction of train pipe pressure and wherein emergenc `eservoir air is admitted to the brake cylinder upon a sudden reduction in train pipe pressure for emergency applications of the brakes, andfwllerein a train pipe reservoiris employedto augment the train pipe volume yfor service applications of the brakes and consisting of means operating upon a slow reduction of train pipe pressure to admit train pipe air to the brake cylinder' for a service application of the brakes, and means operating upon a sudden reduction in train pipe pressure to lplace the emergency reservoir in communication with the brake cylinder for an emergency application ot the brakes and to'seal the train pipe reservoir from the. train pipe, whereby the train pipe volume will be reduced for emergency applications of the brakes.

' 44. vAnair brake apparatus comprising a brake pipe, a brake pipe reservoir to augment the brake pipe volume, an emergency reservoir, a brake cylinder, means operating upon a slow reduction of brake pipe pressure to place the brake pipe in communication with the brake cylinder for a service application of the brakes, means operating upon a sudden reduction of brake pipe pressure to vent the brake pipe to atmosphere and to place the emergency reservoir in communication with the brake cylinder for an emergency application of the brakes, and means to seal the brakepipe reservoir from the brake pipe, whereby the brake pipe Voll ume will be reduced at the triple valve and the' reduced brake pipe volume vented to atmospher.

45. In `an air brake apparatus of that type in which the triple valve is operated by slow reductions oftrain 'pipe pressure gency reservoir to the brake cylinder for emergency applications ofthe brakes, means operating upon a sudden reduction of train pipe pressure for an emergency application of the brakes to seal the train pipe reservoir from the tra-in pipe and connect it tothe triple valve, said means being operated by train pipe reservoir pressure when the train pipe pressure is suddenly reduced, whereby the train pipe volume will be reduced and the trainv )ipe reservoir will be connected to the triple valve during emergency applications of the brakes.

46. In an air brake apparatus of the class defined in claim 45, and including means to augment the train pipe volume for all service applications of the brakes, and means operating upon a sudden reduction of train pipe pressure to cut off a portion of the train pipe volume from the train pipe and place said cut-olf volumein communication with the triple valve in emergency applications of the brakes.

In testimony whereof I hereunto aiix my signature.

SPENCER G. NEAL. 

